Hub and secondary driving element shaft locking system

ABSTRACT

A drive coupling hub ( 60 ) includes a body ( 120 ) and lugs ( 126 ) that extend radially from the body ( 120 ) and are engageable with a primemover ( 54 ) of a primary power source ( 14 ). The lugs ( 126 ) have a fastening lug ( 80 ) that includes a radially extending bore ( 82 ). A bearing ( 88 ) is set within the bore ( 82 ). A setscrew ( 90 ) extends within the bore ( 82 ) and applies pressure on the bearing ( 88 ) to engage the drive hub to a shaft ( 58 ) of a secondary power source ( 16 ).

CROSS-REFERENCE TO RELATED APPLICATION

The present invention claims priority from U.S. Provisional ApplicationNo. 60/674,633, filed on Apr. 25, 2005, entitled “Flywheel CouplingLocking Mechanism” and from U.S. Provisional Application No. 60/678,153,filed on May 5, 2005, also entitled “Flywheel Coupling LockingMechanism”.

TECHNICAL FIELD

The present invention relates to flywheel coupling mechanisms, shaftlocking mechanisms, and auxiliary driving systems. More particularly,the present invention is related to a coupling hub and locking it to ashaft, which is driven by a flywheel or primemover.

BACKGROUND OF THE INVENTION

In applications where a transmission, a motor, a pump, or otherdownstream power conversion/transfer medium or secondary power source isutilized, a flywheel coupling mechanism is often incorporated. Theflywheel coupling mechanism is typically used as an adaptor between aprimary engine and a shaft of an acted upon secondary power source.Rotational energy from the primary engine is transferred through theflywheel to drive the shaft.

Auxiliary drive systems also utilize a similar flywheel couplingmechanism. The auxiliary drive systems are commonly found on offhighway, construction, and commercial vehicles for non-transportationpurposes. The auxiliary drive systems typically include an auxiliaryengine, which is mounted on a vehicle, separate from a primary driveengine, and is used to drive auxiliary pumps, motors, or otherequipment. For example, some auxiliary drive systems are used as bucketlifts, cargo lifts, loaders/unloaders, tools, and equipment or materialtransfer devices.

There are several types of flywheel coupling mechanisms, such as splittype couplings and three hole bore operational couplings. Although priorflywheel coupling mechanisms provide for the attachment of a flywheel toa shaft of a secondary power source, they are limited in their abilityto lock and maintain a fixed rigid union therebetween. Over time anduse, the flywheel coupling mechanisms tend to loosen, allowingcomponents thereof to shift or slide along the shaft. This movement ofthe flywheel coupling components can result in the disengagement of theshaft relative to the flywheel, thereby, rendering the systeminoperable.

It is desirable that a flywheel coupling mechanism be efficient,inexpensive, and provides a strong, durable, and reliable couplingbetween a flywheel and a shaft of a secondary power source. Thus, thereexists a need for an improved flywheel coupling mechanism that overcomesthe abovestated limitations.

SUMMARY OF THE INVENTION

One embodiment of the present invention includes a drive coupling hubthat has a body and lugs, which extend radially from the body and areengageable with a primemover of a primary power source. The lugs have afastening lug that includes a radially extending bore. A bearing is setwithin the bore. A setscrew extends within the bore and applies pressureon the bearing to engage the drive hub to a shaft of a secondary powersource.

Another embodiment of the present invention includes a coupling adaptorthat transfers energy between a primemover and a shaft of a secondarypower source. The coupling adaptor includes a coupling plate and a drivehub. The coupling plate has primemover attachment points, an inner bore,and notches that extend radially inward toward the inner bore. The drivehub has a body and multiple lugs. The body is configured to couple tothe shaft. The lugs extend radially from the body and are engageablewith the notches.

The embodiments of the present invention provide several advantages. Onesuch advantage is the provision of a shaft locking system that securelylocks onto a shaft of a secondary driving element with increasedclamping force over prior known techniques.

Another advantage that is provided by an embodiment of the presentinvention is a coupling adaptor that provides an efficient, inexpensive,and strong locking mechanism for the coupling and transfer of energybetween a flywheel or primemover and a secondary driven shaft.

Yet another advantage provided by the embodiments of the presentinvention is the disclosure of multiple coupling adaptors for theaccommodation of different secondary driven shafts including splined andkeyed shafts.

Furthermore, the present invention provides coupling adaptors that arequick and relatively easy to manufacture, assemble, and install. Thecoupling adaptors are versatile and may be sized and adapted for variousapplications.

The present invention itself, together with further objects andattendant advantages, will be best understood by reference to thefollowing detailed description, taken in conjunction with theaccompanying drawing.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of this invention reference should nowbe had to the embodiments illustrated in greater detail in theaccompanying figures and described below by way of examples of theinvention wherein:

FIG. 1 is a block diagrammatic view of a drive system incorporating aprimemover/shaft coupling assembly in accordance with an embodiment ofthe present invention;

FIG. 2 is a side cross-sectional view of the primemover/shaft couplingassembly incorporating a drive coupling adaptor with a shaft lockingsystem in accordance with an embodiment of the present invention;

FIG. 3A is a back view of a splined drive hub in accordance with anembodiment of the present invention;

FIG. 3B is a side cross-sectional view of the splined drive hub of FIG.3A through section line 3B-3B;

FIG. 3C is a front view of the splined drive hub of FIG. 3A;

FIG. 3D is a perspective view of the splined drive hub of FIG. 3A;

FIG. 4A is a back view of a keyed drive hub in accordance with anotherembodiment of the present invention;

FIG. 4B is a side cross-sectional view of the keyed drive hub of FIG. 4Athrough section line 4B-4B;

FIG. 4C is a front view of the keyed drive hub of FIG. 4A;

FIG. 5A is a front view of a coupling plate in accordance with anembodiment of the present invention;

FIG. 5B is a side cross-sectional view of the coupling plate of FIG. 5Athrough section line 5B-5B; and

FIG. 6 is a logic flow diagram illustrating a sample method ofassembling and installing a primemover/shaft coupling assembly inaccordance with an embodiment of the present invention.

DETAILED DESCRIPTION

In the following figures the same reference numerals will be used torefer to the same components. While the present invention is describedprimarily with respect to a drive system that utilizes a couplingadaptor for the transfer of energy from a flywheel or primemover of anengine to a shaft of a secondary power source, the present invention maybe applied in and to various applications. The present invention may beutilized in association with various vehicle and non-vehicleapplications. The present invention may apply to automotive,aeronautical, nautical, and railway industries, as well as to otherindustries that utilize energy transfer couplings between a flywheel orprimemover and an acted upon shaft. The present invention may be appliedto commercial and to non-commercial applications. Also, a variety ofother embodiments are contemplated having different combinations of thebelow described features of the present invention, having features otherthan those described herein, or even lacking one or more of thosefeatures. As such, it is understood that the invention can be carriedout in various other suitable modes.

In the following description, various operating parameters andcomponents are described for one constructed embodiment. These specificparameters and components are included as examples and are not meant tobe limiting.

Also, in the following description the term “lug” refers to a radiallyextending or protruding portion of a hub body. A lug is generallyrectangular in shape with significant width. A lug does not refer tospiked or triangularly-shaped teeth that are adjacently placed about acylindrical object to form a gear or spline. Lugs are generally spacedapart from each other on a body, are less numerous, and are used indifferent applications than gear teeth or spline teeth.

Referring now to FIG. 1, a block diagrammatic view of a drive system 10incorporating a primemover/shaft coupling and housing assembly 12 inaccordance with an embodiment of the present invention is shown. Thedrive system 10 includes a primary driving element 14, which drives asecondary driving element 16 via the primemover/shaft coupling assembly12. The primary driving element 14 and the secondary driving element 16may be of various types and styles. The primary driving element 14performs as the original or initial power source and may be in the formof an engine, a combustion engine, an electric motor, a hydraulic motor,a hybrid engine, or in some other form known in the art. The secondarydriving source 16 is acted upon by the primary driving element 14 andmay also be in the form of a variety of engines or motors, as well as avariety of hydraulic or pneumatic pumps, transmissions, or othersecondary power sources or power transfer mediums. In one embodiment ofthe present invention, the primary driving element 14 is in the form ofa combustion engine and the secondary driving element 16 is in the formof a hydraulic pump.

The secondary driving element 16 may be mechanical, electrical,hydraulic, or pneumatic in form or a combination thereof. The secondarydriving element 16 may be coupled to and/or incorporated into one ormore devices, components, or systems, such as drivetrain elements,vehicle moving elements, auxiliary elements, or the like, which arerepresented by box 20. The stated drivetrain/moving/auxiliary elements20 may include engines 22, motors 24, transmissions 26, drive shafts 28,axles 30, compressors 32, accumulators 34, lift equipment 36, loadingequipment 38, material transfer equipment 40, tools 42, and other knowndevices from which power is received from a secondary source of energy.The secondary driving element 16 may be coupled to thedrivetrain/moving/auxiliary elements 20 via one or more various knowncoupling devices, such as hydraulic hoses, air lines, drive shafts,linkages, transfer cases, and unions, which are represented by items, asgenerally provided by box 50 and lines 52.

The primemover/shaft coupling assembly 12 includes a flywheel orprimemover 54, a two-piece drive coupling adaptor 56, and a secondarydriving element shaft or secondary driven shaft 58, which are coupled inseries. The drive coupling adaptor 56 attaches the secondary shaft 58 tothe primemover 54. The drive coupling adaptor 56 transfers rotationalenergy from the primemover 54 to the secondary shaft 58. The primemover54 is coupled to the primary driving element 14. The primemover 54 maybe mounted on or attached to a crankshaft or other rotating member 55 ofthe primary driving element 14. The secondary shaft 58 is the drivingshaft of the secondary driving element 16.

The drive coupling adaptor 56 includes a drive coupling hub 60 and acoupling plate 62. The drive hub 60 is mounted on the secondary shaft 58and is disposed within and engages with the coupling plate 62. Thecoupling plate 62 is mounted on the primemover 54. This is described infurther detail below.

Referring now to FIG. 2, a side cross-sectional view of theprimemover/shaft coupling assembly 12 incorporating the drive couplingadaptor 56 with a shaft locking system 57 in accordance with anembodiment of the present invention is shown. The primemover/shaftassembly 12 includes the primemover 54, the drive coupling adaptor 56,and the secondary driven shaft 58, as similarly described above. Theprimemover 54, the drive coupling adaptor 56, and the secondary drivenshaft 58 rotate about a longitudinal axis 64 within a bell housing 66,which is sometimes referred to as a pump mount plate, depending upon theapplication and the secondary driving element incorporated. Thesecondary driving element 16 is mounted on the bell housing 66. Althoughnot shown, the secondary driving element 16 may be attached to the bellhousing 66 via threaded fasteners or other suitable fasteners known inthe art. The bell housing 66 may contain a cooling or viscouslubricating fluid.

The primemover 54 is circular in shape and has an inner recessed section68 and an outer ring section 72. The recessed section 68 is alsocircular in shape, is on a front side 70 of the primemover 54, anddefines the inner dimensions of the outer ring 72. The primemover 54 hasa first inner set of holes 73, which are located in the recessed section68, and a second outer set of holes 74, which are located on the outerring 72. Primary fasteners 76 extend within and through the first set ofholes 72 and thread into a crack shaft base 78 of the primary drivingelement 14. The second set of holes 74 are used for attachment of thedrive coupling adaptor 56 to the primemover 54. The primemover 54 maytake on other configurations as will be understood by one of skill inthe art.

The drive coupling adaptor 56 includes the drive hub 60 and the couplingplate 62. The drive hub 60 includes a fastening lug 80 and non-fasteninglugs (although not shown, similar non-fastening lugs are shown in FIGS.3A, 3C, 3D). The fastening lug 80 has the shaft locking system 57, whichincludes a pair of holes or bores 82, with a pair of balls or bearings88 and setscrews 90 therein. The shaft locking system 57 has apre-locked state and an engaged or locked state. The shaft lockingsystem 57 is shown in the pre-locked state. The pre-locked state refersto when the bearings 88 and setscrews 90 are inserted within the bores82, but are not applying pressure on the spline of the drive hub 60 andthe secondary shaft 58, as when in the locked state. This is also thecase with the other shaft locking systems disclosed herein. The bores 82are formed within the fastening lug 80 and have a plurality of inletopenings 84. The bores 82 extend radially outward from the secondaryshaft 58 and perpendicular to the axis of rotation 64. The drive hub 60is designed such that the bores 82 are in-line with and over apredetermined or proper portion of the secondary shaft 58. This portion,as will become more apparent in view of FIGS. 3A-4C, is over a splinedor keyed area 86 of the secondary shaft 58. The bearings 88 are disposedwithin the bores 82 and are used to apply pressure on an innercircumferential separation wall 91, which in turn applies pressure onthe secondary shaft 58. This alignment of the bores 82 along with theapplied pressure on the bearings 88 on the secondary shaft 58, assuresthat the coupling between the drive hub 60 and the secondary shaft 58 ismaintained.

The separation wall is disposed between the bearings 88 and the splinedarea 86, which includes a spline (the spline is not called out, but asimilar spline can be seen in FIGS. 3A, 3C, and 3D). Although theseparation wall 91 is not required, its use can prevent damage to thesecondary shaft 58. The wall 91 may be integrally formed as part of thebody 120 of the drive hub 60 or may be attached thereto. In one sampleembodiment, the thickness T of the wall 91 is approximately 0.025inches. The thickness T may vary per application.

In the embodiment shown, the setscrews 90 are threaded into the bores 82and force the bearings 88 against a secondary shaft bore 92 of the drivehub 60. This causes pressure to be applied on the secondary shaft 58.The bearings 88 may be metallic and take on different sizes. Note thatalthough two bores, two bearings, and two setscrews are shown; anynumber of each may be used and incorporated in one or more of the lugs.Also, each lug of the drive hub 60 may contain one or more of the bores,bearings, and setscrews. The setscrews may be fine or coarse threaded.Also, note that one skilled in the art may envision other modifiedconfigurations of that disclosed herein, which apply force on the splineand secondary shaft 58 without the use of bearings and/or setscrews andat the same time preventing damage to the spline and the secondary shaft58.

The primemover 54 includes an annular section 100, with an inner portion102 and an outer portion 104, and an inner bore 106. The outer portion104 has a width W₁ that is smaller that the width W₂ of the innerportion 102. The outer portion 104 has multiple primemover attachmentpoints (only one is shown in FIG. 2), which in the embodiment shown arein the form of primemover attachment holes 108. Primemover fasteners 110extend through the primemover attachment holes 108 and are threaded intothe primemover 54. The inner bore 106 is configured for reception of thedrive hub 60, which is disposed and engaged therein. To save on materialcosts and to minimize the weight of the coupling plate 62, the couplingplate 62 may have cutout sections 112, such as that shown in the innerportion 102 and the outer portion 104.

Referring now to FIGS. 3A-3D, a back view, a side cross-sectional view,a front view, and a perspective view of a splined drive hub 60′ areshown in accordance with an embodiment of the present invention. Thesplined drive hub 60′ is in the form of a toothed wheel and has agenerally circular body 120 with a back half 122 and a front half 124.The back half 122 has six radially extending legs Or lugs 126, sometimesreferred to as teeth, which extend from and are uniformly spaced aroundthe periphery of the body 120. Three of the lugs 126 are shared with thefront half 124. In the embodiment shown, the lugs are at approximately60° intervals about the center axis of rotation 64′. The arrangement ofthe lugs 126 provides a symmetrical and balanced rotating drive hub. Thewidth W₃ of the back half 122 is smaller than the width W₄ of the fronthalf 124. The reduced width of the back half 122 reduces the materialcosts and weight of the drive hub 60′. Of course, any number of lugs maybe used and their sizes, shapes, arrangements and locations may vary.Also, a drive hub may be formed and utilized in which the lugs are notuniformly positioned about the body thereof.

One or more of the lugs 126 are in the form of a fastening lug 80′. Thefastening lug 80′ includes one or more bores 82′, bearings 88′, andsetscrews 90′ (two of each are shown). As shown, the lugs 126 may be inthe back half 122 or the front half 124 or a combination thereof. Thefront half 124, generally, refers to the half of a drive hub that is tobe mounted closest to a secondary driving element. Although the bores82′ are in-line with each other along and parallel to the center axis64′, which is parallel to the centerline of a secondary shaft (not shownin FIGS. 3A-3C), they may be out of alignment with each other. The bores82′ have spline sections 132 with first diameters D₁ and setscrewsections 134 with second diameters D₂. The bearings 88′ sit partiallywithin each of the sections 132 and 134, rest on the flat bottoms 136 ofeach separation wall 91′, and are in-line with one of the teeth 138 ofthe spline 140. Of course, when desired the bearings may not be inalignment with a single tooth of the spline 140. The diameters D₁ arelarger than the diameter of the bearings D₃ and smaller than thediameters D₂ to allow the bearings 88′ to sit within the spline sections132. Each of the bearings 88′ disperses the forces applied over multipleteeth of the spline 140.

The bores 82′ are threaded and receive the setscrews 90′. The setscrews90′ have bearing ends 142 and torque ends 144. The bearing ends 142 arecupped or concaved shaped to correspond with the shape of the bearings88′. The torque ends 144 have recessed sections 146 to allow theinsertion of a torque wrench for position adjustment of the setscrews90′ within the bores 82′ and for applied pressure adjustment on thebearings 88′.

The drive hub 60′ includes the spline 140. The spline 140, as with thelugs 126, may be attached to or integrally formed as part of the body120 to form a single unitary structure, as shown. The teeth 138 of thespline 140 correspond to and engage with a similar set of opposing teeth(not shown) on a secondary driven shaft, such as the shaft 58. Due tothe shape of the teeth 138, the forces exerted thereon are dispersedonto multiple surfaces of the secondary driven shaft. This providesincreased clamping force on the secondary driven shaft, which locks thespline 140 to the secondary driven shaft without causing permanentdeformation to the secondary driven shaft, the drive hub 60′, or thespline 140.

The drive hub 60′ may be formed of a metallic material, such as steel,aluminum, titanium, or other suitable metallic or non-metallic material.The drive hub 60′ may be formed using a machining, sintering, drilling,cutting, molding, casting, or other manufacturing process known in theart.

Referring now to FIGS. 4A-4C, a back view, a side cross-sectional view,and a front view of a keyed drive hub 150 are shown in accordance withanother embodiment of the present invention. In the embodiment shown,the keyed drive hub 150 has a body 151 with keyed inner bore 152, twofastening lugs 154 and 156, and four non-fastening lugs 157. The keyedinner bore 152 has a notched or keyed portion 160 that coincides with akey 161 on a secondary driven shaft 162. The inner bore 152 also has anon-keyed portion 164 that is generally circular in shape, whichcoincides with the circumferential remainder 166 of the secondary drivenshaft 162.

Each of the two fastening lugs 154 and 156 includes one or more bores170 (only one per each lug is shown). The bores 170 may be threaded andreceive setscrews 172, similar to the setscrews 90 and 90′. The bores170 have a single section with a single diameter D₄. The bores 170extend to the keyed portion 160 or to the non-keyed portion 164. Thesetscrews 172 are screwed into the bores 170 to apply pressure on thekeyed portion 160 and on the non-keyed portion 164. The setscrews 172may have flat ends or concave ends, such as the flat end 174 and theconcave end 176, to match the flat side 178 of the key 161 and thecurved shape of the non-keyed portion 164, respectively. Innercircumferential separation wall or walls 91″ (only one is shown) may beincorporated between the setscrews 172 and the secondary driven shaft162. In the embodiment shown, a separation wall is not disposed betweenthe key setscrew 173 and the key 161 and a separation wall is disposedbetween the shaft setscrew 175 and the secondary driven shaft 162.

In the embodiment shown, the drive hub 150 has a back half 179 and afront half 180. The bores 170 are located in the front half 180 of thedrive hub 150 and are approximately 120° apart from each other. Ofcourse, any number of bores may be utilized and the bores may be locatedin any of the lugs 157 and in either of the halves 179 and 180. Notealso that the bores 170 may extend fully through the drive hub 150 intothe keyed inner bore 152, as shown, or up to one of the walls 91″. Thus,the setscrews 172 may be screwed into the keyed inner bore 152 anddirectly apply pressure on the secondary driven shaft 162 or may applypressure on the walls 91″, thereby, indirectly applying pressure on thesecondary driven shaft 162.

The keyed drive hub 150 may be formed of similar materials as thesplined drive hub 60′. The keyed drive hub 150 may also be of varioussizes, shapes, and styles, as well as have any number of lugs, bores,setscrews, keyed portions, and non-keyed portions. Also, for both thekeyed drive hub 150 and the splined drive hub 60′, fasteners other thanthe setscrews 90′ and 172 may be used and they may extend within thebodies of the drive hubs in areas other then in alignment with and inthe lugs thereof. For example, one or more fasteners (not shown) mayextend radially through the body 190 of the drive hub 150, in the fronthalf 180, and not within and between the lugs 157 such that the heads orexposed portions thereof are between and do not protrude radiallyoutward away from the body 190 past the lugs 157.

Referring now to FIGS. 5A-5B, a front view and a side cross-sectionalview of a coupling plate 62′ are shown in accordance with an embodimentof the present invention. The coupling plate 62′ is shown as a flattoroidally-shaped or annular disc with an inner bore 106′.

The coupling plate 62′ has fastening points 108′ that are shown asopenings or holes, which allow for the extension of primemover fastenerstherethrough. The coupling plate 62′ also has cutouts 112′ of varyingsize and shape, some of which are in the form of grooves 194. Thecutouts 112′ are uniformly dispersed about the coupling plate 62′ toprovide balance. The coupling plate 62′ may take on a variety of shapes,sizes, and layouts. The coupling plate 62′ may also be formed ofmetallic or non-metallic materials. In one embodiment, the plate isformed of plastic.

The inner bore 106′ has multiple notches 196 that extend radially inwardtowards and are open to the inner bore 106′. The notches 196 are in theform of axial channels that extend longitudinally along and areuniformly arranged around the axis of rotation 64″, and are inwardlyopen to the inner bore 106′. The notches 196 correspond in size andshape to and receive and engage with the lugs of a drive hub, such asthe lugs 126, 154, 156, and 157. Thus, the number size and orientationof the notches 196 matches that of the associated lugs. The sizes andshapes of the lugs 126, 154, 156, and 157 and the notches 196 may varyper application.

Referring now to FIG. 6, a logic flow diagram illustrating a samplemethod of assembling and installing a primemover/shaft coupling assemblyin accordance with an embodiment of the present invention is shown.

In step 200, a drive hub, such as one of the drive hubs 60, 60′, and 150is fastened and locked down to a secondary driven shaft of a secondarydriving element, as described above.

In step 202, a coupling plate, such as the coupling plate 62 and 62′, ismounted onto a primemover. In step 204, an engine bell housing or pumpmount plate, such as the bell housing 66, is placed over the primemoverand the coupling plate and is fastened to a primary driving element.

In step 206, the drive hub with the secondary driven shaft attachedthereto is inserted into the bell housing. In step 208, the lugs on thedrive hub are aligned with the notches on the coupling plate. In step210, the drive hub is inserted within the inner bore of the couplingplate. The lugs, such as the lugs 126, 154, 156, and 157, are insertedwithin the notches of the coupling plate, such as the notches 196. Instep 212, the secondary power source is fastened to the bell housing orrigidly held thereto.

The above-described steps are meant to be illustrative examples; thesteps may be performed sequentially, synchronously, simultaneously, orin a different order depending upon the application and desiredimplementation.

While the invention has been described in connection with one or moreembodiments, it is to be understood that the specific mechanisms andtechniques which have been described are merely illustrative of theprinciples of the invention, numerous modifications may be made to themethods and apparatus described without departing from the spirit andscope of the invention as defined by the appended claims.

1. A drive coupling hub comprising: a body; and a plurality of lugsextending radially from said body and engageable with a primemover of aprimary power source, said plurality of lugs having at least onefastening lug comprising; at least one radially extending bore; at leastone bearing set within said at least one radially extending bore; and atleast one setscrew extending within said at least one radially extendingbore and applying pressure on said at least one bearing to engage saiddrive hub to a shaft of a secondary power source.
 2. A hub as in claim 1further comprising a separation wall disposed between said at least onebearing and said shaft.
 3. A hub as in claim 1 wherein said bodycomprises a keyed inner bore.
 4. A coupling adaptor for the transfer ofenergy between a primemover and a shaft of a secondary power sourcecomprising: a coupling plate comprising; a plurality of primemoverattachment points; an inner bore; and a plurality of notches extendingradially inward toward said inner bore; and a drive hub comprising; abody configured to couple the shaft; and a plurality of lugs extendingradially from said body and engageable with said plurality of notches.5. An adaptor as in claim 4 wherein said drive hub further comprises: atleast one radially extending bore; and at least one fastener within saidradially extending bore and fastening said body to the shaft.
 6. Anadaptor as in claim 5 wherein said at least one fastener comprises asetscrew that applies pressure on the shaft.
 7. An adaptor as in claim 5further comprising at least one bearing within said radially extendingbore, said at least one fastener pushing said at least one bearingagainst an inner circumferential wall of said drive hub.
 8. An adaptoras in claim 5 further comprising: a first spline engaging the shaft; andat least one bearing within said radially extending bore; said at leastone fastener pushing said at least one bearing against said spline. 9.An adaptor as in claim 8 wherein said first spline engages with a secondspline of the shaft.
 10. An adaptor as in claim 4 wherein said drive hubcomprises: a plurality of radially extending bores within a fasteninglug of said drive hub; a plurality of bearings set within said pluralityof radially extending bores; and a plurality of setscrews extendingwithin said plurality of radially extending bores and applying pressureon said plurality of bearings to engage said drive hub to the shaft. 11.An adaptor as in claim 4 wherein said drive hub comprises: a firstradially extending fastener applying pressure on a spline of the shaft;and a second radially extending fastener applying pressure on saidspline.
 12. An adaptor as in claim 4 wherein said drive hub comprises afirst spline that is engageable with a second spline of the shaft. 13.An adaptor as in claim 4 wherein said plurality of lugs comprises sixsymmetrically arranged lugs.
 14. An adaptor as in claim 4 wherein saiddrive hub comprises a plurality of radially extending fasteners withinonly one of said plurality of lugs.
 15. A drive system comprising: aprimary power source; a primemover coupling said primary power source; asecondary power source; a shaft coupling said secondary power source;and a drive system adaptor comprising; a coupling plate comprising; aplurality of primemover attachment points coupling said primemover; aninner bore; and a plurality of notches extending radially inward towardsaid inner bore; and a drive hub comprising; a body coupling said shaft;and a plurality of lugs extending radially from said body and engageablewith said plurality of notches.
 16. A system as in claim 15 wherein saidprimary power source is an engine.
 17. A system as in claim 15 whereinsaid secondary power source is a pump.
 18. A system as in claim 15further comprising a drive motor coupled to and powered by said pump androtating a wheel of a vehicle.
 19. A system as in claim 15 furthercomprising an auxiliary device coupled to and driven by said pump.
 20. Asystem as in claim 15 wherein said drive hub comprises: a plurality ofradially extending bores within a fastening lug of said drive hub; aplurality of bearings set within said plurality of radially extendingbores; and a plurality of setscrews extending within said plurality ofradially extending bores and applying pressure on said plurality ofbearings to engage said drive hub to the shaft.